Propeller steering control system and method

Abstract

The application discloses a propeller steering control system and method, which comprises an electrical control system, an executing mechanism, an instruction input mechanism and a rotation angle feedback mechanism; the instruction input mechanism is used for inputting a control instruction to the electrical control system; the executing mechanism is used for driving the propeller to execute a rotation action according to an output instruction of the electrical control system; the executing mechanism comprises a main executing unit and a standby executing unit, and the main executing unit and the standby executing unit are connected with a transmission assembly of the propeller so as to adjust a propelling direction of the propeller; the rotation angle feedback mechanism is used for collecting a set rotation angle signal input by the instruction input mechanism and an actual rotation angle signal of the propeller, and displaying or transmitting the collected rotation angle signal to the electrical control system; and the electrical control system comprises a main driving unit used for driving the main executing unit to work, a standby driving unit used for driving the standby executing unit to work and a PLC controller.

Description

Technical Field

[0001] This invention relates to a propeller steering control system and method. Background Technology

[0002] A rim-driven thruster mainly consists of a rim, a drive system, and a control system. The rim is the core component of the thruster; it is composed of multiple elastic materials and can generate powerful thrust when rotating at high speeds. The drive system includes a motor, a reducer, and a transmission device, which provide sufficient power and speed to the rim. The control system monitors and regulates the thruster's operating status to ensure stable operation. The working principle of a rim-driven thruster is as follows: when the thruster starts, the motor provides power to the rim, causing it to rotate; the rotation of the rim generates centrifugal force, expelling the propulsion medium and creating thrust.

[0003] The current rim thruster only has one drive system, and it cannot perform emergency control when the drive motor fails. Summary of the Invention

[0004] The purpose of this invention is to provide a propeller steering control system and method to solve the problem that existing systems with only one drive system cannot perform emergency control when the drive motor fails.

[0005] To address the aforementioned technical problems, this invention provides a propeller steering control system, comprising an electrical control system, an actuator electrically connected to the electrical control system, and a command input mechanism and a steering angle feedback mechanism respectively connected to the electrical control system signals. The command input mechanism is used to input control commands to the electrical control system signals. The actuator is used to drive the propeller to perform rotational actions according to the commands output by the electrical control system. The actuator includes a main actuator unit and a backup actuator unit, which are respectively connected to the propeller's transmission components to adjust the propeller's propulsion direction. The steering angle feedback mechanism is used to collect the set steering angle signal input by the command input mechanism and the actual steering angle signal of the propeller, and to display or transmit the collected steering angle signal to the electrical control system. The electrical control system includes a main drive unit for driving the main actuator unit and a backup drive unit for driving the backup actuator unit. The electrical control system includes a PLC controller respectively connected to a power module, the command input mechanism, the steering angle feedback mechanism, the main drive unit, and the backup drive unit.

[0006] Furthermore, the main drive unit includes a frequency converter BPQ1 connected to the main motor. The power input terminal of the frequency converter BPQ1 is connected to the power module through an AC contactor K1 and a circuit breaker DL1 connected in sequence. The normally open main contacts of the AC contactor K1 are connected to the power input terminal of the frequency converter BPQ1. The coil of the AC contactor K1, the auxiliary normally closed contact of the AC contactor K2, and the electromagnetic relay ZJ1 are connected in series and then connected to the input terminal of the AC contactor K1.

[0007] The standby drive unit includes a frequency converter BPQ2 connected to a standby motor. The power input terminal of the frequency converter BPQ2 is connected to the power module through an AC contactor K2 and a circuit breaker DL2 connected in sequence. The normally open main contacts of the AC contactor K2 are connected to the power input terminal of the frequency converter BPQ2. The coil of the AC contactor K2, the auxiliary normally closed contacts of the AC contactor K2, and the electromagnetic relay ZJ2 are connected in series and then connected to the input terminal of the AC contactor K1.

[0008] Furthermore, the system includes a power module, which comprises a battery system DY1, and a DC circuit breaker QS1, an inverter T1, a residual current circuit breaker QS2, and a fuse FU1 connected in sequence. The input terminal of the DC circuit breaker QS1 is connected to the output terminal of the battery system DY1, and the output terminal of the fuse FU1 is connected to the main drive unit and the standby drive unit respectively. The electrical control terminal of the clutch YC1 is connected to the output terminal of the DC circuit breaker QS1 through an electromagnetic relay ZJ1, and the electrical control terminal of the clutch YC2 is connected to the output terminal of the DC circuit breaker QS1 through an electromagnetic relay ZJ2.

[0009] Furthermore, the power module includes a single-phase voltage relay KV1 connected between the residual current circuit breaker QS2 and the fuse FU1.

[0010] Furthermore, both the main motor and the standby motor are brake motors; the main drive unit also includes a main motor brake control circuit, which includes an electromagnetic relay ZJ11 connected in series with the main motor brake; the standby drive unit also includes a standby motor brake control circuit, which includes an electromagnetic relay ZJ12 connected in series with the standby motor brake; the main motor brake control circuit and the standby motor brake control circuit are connected in parallel and then connected in series with the circuit breaker DL1.

[0011] Furthermore, the power module also includes a power control circuit connected to the output terminal of the DC circuit breaker QS1. The power control circuit includes a normally closed push-button switch SB1, a normally open push-button switch SB2, an electromagnetic relay ZJ13, and an indicator light HL1. The coils of the normally closed push-button switch SB1, the normally open push-button switch SB2, and the electromagnetic relay ZJ13 are connected in series. The normally open contact of the electromagnetic relay ZJ13 is connected in parallel with the normally closed push-button switch SB1. The indicator light HL1 is connected in parallel with the coil of the electromagnetic relay ZJ13.

[0012] On the other hand, this application also provides a method for steering control of the thruster using the above-mentioned thruster steering control system, which employs a follow-up control method to control the operation of the main execution unit and a single-action control method to control the standby execution unit.

[0013] Furthermore, the servo control method includes:

[0014] Start the steering control system;

[0015] The set rotation angle signal is input via the handwheel of the rotation command input mechanism;

[0016] The angle feedback mechanism collects the set angle signal input by the handwheel and sends the collected signal to the electrical control system. The electrical control system then controls the main execution unit to drive the propeller to perform rotation based on the received set angle signal. At the same time, the angle feedback mechanism collects the actual angle signal of the propeller and feeds it back to the electrical control system.

[0017] The actual rotation angle signal is compared with the set rotation angle signal. When the actual rotation angle signal is the same as the set rotation angle signal, a stop rotation command is output to stop the main execution unit from working; otherwise, the main execution unit is controlled to continue driving the propeller to perform rotation until the actual rotation angle signal is the same as the set rotation angle signal.

[0018] Furthermore, single-action control methods include:

[0019] Start the steering control system;

[0020] The set rotation angle signal is input via the handwheel of the rotation command input mechanism;

[0021] The electrical control system controls the backup execution unit to drive the thruster to perform rotation, while the angle feedback mechanism collects the actual angle signal of the thruster and displays the collected actual angle signal;

[0022] Observe the actual angle signal and compare it with the set angle signal; when the actual angle signal is the same as the set angle signal, stop the standby execution unit; otherwise, control the standby execution unit to continue driving the propeller to perform rotational action through the handwheel until the actual angle signal is the same as the set angle signal.

[0023] The beneficial effects of this invention are as follows: By configuring one main execution unit and one backup execution unit, when the main execution unit fails, it can switch to the backup execution unit to achieve emergency control, ensuring stable propeller steering control. By setting up two control systems, one for main operation control and the other for backup emergency control, when the main operation control fails, the backup execution unit can be manually controlled to operate. Attached Figure Description

[0024] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, use the same reference numerals to denote the same or similar parts. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0025] Figure 1 This is a schematic diagram of a structure according to an embodiment of the present invention.

[0026] Figure 2 This is an electrical schematic diagram of the main drive unit according to an embodiment of the present invention.

[0027] Figure 3 This is an electrical schematic diagram of a PLC controller according to an embodiment of the present invention.

[0028] Figure 4 This is an electrical schematic diagram of a single-phase voltage relay KV1 and a motor brake according to an embodiment of the present invention.

[0029] Figure 5 This is an electrical schematic diagram of a power control circuit according to an embodiment of the present invention.

[0030] Figure 6 This is an electrical schematic diagram of a motor electromagnetic clutch control circuit according to an embodiment of the present invention.

[0031] Figure 7 This is a schematic diagram of a proximity switch according to an embodiment of the present invention.

[0032] Figure 8 This is a schematic diagram of an angle sensor according to an embodiment of the present invention.

[0033] Figure 9 This is a schematic diagram of the follow-up control principle of one embodiment of the present invention.

[0034] Figure 10 This is a schematic diagram of the single-action control principle of one embodiment of the present invention.

[0035] The components include: 1. Battery system; 2. Electrical control system; 3. Command input mechanism; 4. Main motor; 41. Main clutch; 42. Main gear mechanism; 5. Backup motor; 6. Bracket; 7. Thruster; 8. Calibration dial; 81. Angle feedback mechanism; 82. Calibration observation hole; 83. Limit switch. Detailed Implementation

[0036] like Figure 1The thruster steering control system shown includes an electrical control system, an actuator electrically connected to the electrical control system, and a command input mechanism 3 and a steering angle feedback mechanism 81, both connected to the electrical control system signals. The command input mechanism is used to input control commands to the electrical control system signals. The actuator is used to drive the thruster to perform rotational actions according to the commands output by the electrical control system. The actuator includes a main actuator unit and a backup actuator unit, which are respectively connected to the transmission components of the thruster to adjust the thruster's propulsion direction. The steering angle feedback mechanism is used to collect the set steering angle signal input by the command input mechanism and the actual steering angle signal of the thruster, and to display or transmit the collected steering angle signal to the electrical control system. The electrical control system includes a main drive unit for driving the main actuator unit and a backup drive unit for driving the backup actuator unit. The electrical control system includes a PLC controller connected to the power module, the command input mechanism, the steering angle feedback mechanism, the main drive unit, and the backup drive unit. This application utilizes two motors: a main motor 4 / M1 and a backup motor 5 / M2. The main motor 4 / M1 and the backup motor 5 / M2 have identical parameters. When the main motor 4 / M1 fails, the system can switch to the backup motor 5 / M2 for emergency control, ensuring stable steering control of the thruster 7. During steering control, the thruster's angle can be adjusted manually or automatically via a PLC controller.

[0037] According to one embodiment of this application, the main execution unit includes a main motor 4 / M1 and a main gear mechanism 42 connected to the output shaft of the main motor 4 via a main clutch 41, and the standby execution unit includes a standby motor 5 / M2 and a standby gear mechanism connected to the output shaft of the standby motor via a standby clutch.

[0038] According to one embodiment of this application, the electrical control system 2 includes a main drive unit for driving the main motor 4 / M1, a backup drive unit for driving the backup motor 5 / M2, and a PLC controller connected to the power module, the command input mechanism 3, the rotation feedback mechanism 81, the main drive unit, and the backup drive unit, respectively. The command input mechanism 3 switches between the operation of the main motor 4 / M1 and the backup motor 5 / M2 via a changeover switch SA1, switches the corresponding operating control modes of the main motor 4 / M1 and the backup motor 5 / M2 via a changeover switch SA2, switches between manual forward rotation and manual reverse rotation via a changeover switch SA3, controls the left limit of the motor via a proximity switch SQ1, and controls the right limit of the motor via a proximity switch SQ2. The PLC controller can be a Siemens S7-200SMART ST40 chip, such as... Figure 3As shown. The angle feedback mechanism 81 can use an angle sensor with an angle display; in addition to the angle sensor CGQ1 set on the thruster 7 to collect the angle signal of the thruster 7, an angle sensor CGQ2 is also set on the rotating handwheel of the command input mechanism 3; the angle sensors CGQ1 and CGQ2 are respectively connected to the PLC controller through analog input modules, so as to compare the angle input by the rotating handwheel with the actual angle of the thruster 7 during the control process.

[0039] According to one embodiment of this application, such as Figure 2 As shown, the main drive unit includes a frequency converter BPQ1 connected to the main motor 4 / M1. The power input terminal of the frequency converter BPQ1 is connected to the power module via an AC contactor K1 and a circuit breaker DL1 connected in sequence. The normally open main contacts of the AC contactor K1 are connected to the power input terminal of the frequency converter BPQ1. The circuit breaker DL1 is used to disconnect the circuit in case of a fault, preventing a larger accident and ensuring the safe operation of the main motor 4 / M1. The frequency converter BPQ1 can be an MD200S0.75B, used to control the speed and frequency of the main motor 4 / M1; the AC contactor K1 serves as an actuator, used to connect or disconnect the main drive circuit.

[0040] The backup drive unit includes a frequency converter BPQ2 connected to the backup motor 5 / M2. The power input terminal of the frequency converter BPQ2 is connected to the power module via an AC contactor K2 and a circuit breaker DL2 connected in sequence. The normally open main contacts of the AC contactor K2 are connected to the power input terminal of the frequency converter BPQ2. The coil of the AC contactor K2, the auxiliary normally closed contacts of the AC contactor K2, and the electromagnetic relay ZJ2 are connected in series and then connected to the input terminal of the AC contactor K1. The backup drive unit also includes a frequency converter BPQ2 connected to the backup motor 5 / M2. The power input terminal of the frequency converter BPQ2 is connected to the power module via an AC contactor K2 and a circuit breaker DL2 connected in sequence. The normally open main contacts of the AC contactor K2 are connected to the power input terminal of the frequency converter BPQ2. The control signal input terminal of the frequency converter BPQ2 is connected to the corresponding output terminal of the PLC controller, and the alarm output terminal of the frequency converter BPQ2 is connected to the corresponding input terminal of the PLC controller. Similarly, the frequency converter BPQ2 can be an MD200S0.75B, used to control the speed and frequency of the standby motor 5 / M2; the AC contactor K2 serves as the actuator, used to connect or disconnect the standby drive circuit. The circuit breaker DL2 is used to disconnect the circuit in case of a fault, preventing a larger accident and ensuring the safe operation of the standby motor 5 / M2.

[0041] The coil of AC contactor K1, the auxiliary normally closed contact of AC contactor K2, and electromagnetic relay ZJ1 are connected in series and then connected to the input terminal of AC contactor K1; the coil of AC contactor K2, the auxiliary normally closed contact of AC contactor K2, and electromagnetic relay ZJ2 are connected in series and then connected to the input terminal of AC contactor K1. When electromagnetic relay ZJ1 is closed, the coil of AC contactor K1 is energized, the auxiliary normally closed contact of AC contactor K2 is opened, and the normally open contact of AC contactor K1 is closed; when electromagnetic relay ZJ2 is closed, the coil of AC contactor K2 is energized, the auxiliary normally closed contact of AC contactor K1 is opened, and the normally open contact of AC contactor K2 is closed. In this embodiment, interlocking control is achieved through AC contactors K1 and K2.

[0042] According to one embodiment of this application, such as Figure 2 As shown, the system includes a power module, which includes a battery system 1 / DY1, and a DC circuit breaker QS1, an inverter T1, a residual current circuit breaker QS2, and a fuse FU1 connected in sequence. The input terminal of the DC circuit breaker QS1 is connected to the output terminal of the battery system 1 / DY1, and the output terminal of the fuse FU1 is connected to the main drive unit and the standby drive unit respectively. The electrical control terminal of the electromagnetic clutch 41YC1 is connected to the output terminal of the DC circuit breaker QS1 through the electromagnetic relay ZJ1, and the electrical control terminal of the electromagnetic clutch 41YC2 is connected to the output terminal of the DC circuit breaker QS1 through the electromagnetic relay ZJ2. In this embodiment, a lithium iron phosphate battery system 1 / DY1 is used for power supply. A DC circuit breaker QS1 is installed to prevent circuit faults caused by overcurrent or overvoltage, ensuring stable circuit operation. An inverter T1 is installed to convert the DC power of the battery system 1 / DY1 into AC power. A residual current circuit breaker QS2 is installed to automatically cut off the power supply to the equipment when there is leakage, insulation failure, or danger to people, preventing electric shock caused by leakage of the equipment and its wiring, making the use of the wiring safer. A fuse FU1 is installed to prevent circuit damage by melting itself when the current is too high or exceeds the load current.

[0043] According to one embodiment of this application, the power supply module includes a single-phase voltage relay KV1 connected between the residual current circuit breaker QS2 and the fuse FU1, such as... Figure 4 As shown. By setting the single-phase voltage relay KV1, the motor can be protected against over- and under-voltage, and an over- and under-voltage alarm signal can be output, as well as a power fault signal can be output to the PLC controller.

[0044] According to one embodiment of this application, both the main motor 4 / M1 and the standby motor 5 / M2 are brake motors; the main drive unit also includes a brake control circuit for the main motor 4 / M1, which includes an electromagnetic relay ZJ11 connected in series with the brake of the main motor 4 / M1; the standby drive unit also includes a brake control circuit for the standby motor 5 / M2, which includes an electromagnetic relay ZJ12 connected in series with the brake of the standby motor 5 / M2; the brake control circuits for the main motor 4 / M1 and the standby motor 5 / M2 are connected in parallel and then connected in series with the circuit breaker DL1.

[0045] According to one embodiment of this application, the power module further includes a power control circuit connected to the output terminal of the DC circuit breaker QS1, such as... Figure 5 As shown, the power control circuit includes a normally closed push-button switch SB1, a normally open push-button switch SB2, an electromagnetic relay ZJ13, and an indicator light HL1. The coils of the normally closed push-button switches SB1 and SB2, and the electromagnetic relay ZJ13 are connected in series. The normally open contact of the electromagnetic relay ZJ13 is connected in parallel with the normally closed push-button switch SB1. The indicator light HL1 is connected in parallel with the coil of the electromagnetic relay ZJ13. The power supply can be controlled by turning off the normally closed push-button switches SB1 and SB2.

[0046] On the other hand, this application also discloses a method for steering control of the thruster using the aforementioned thruster steering control system. This method employs a servo control method to control the main actuator and a single-action control method to control the backup actuator. The method involves setting up two control systems: one for main operation control and the other for backup emergency control. When the main operation control fails, the backup actuator is manually controlled to operate.

[0047] According to one embodiment of this application, such as Figure 9 As shown, the servo control method includes:

[0048] Start the steering control system;

[0049] The set rotation angle signal is input via the handwheel of the rotation command input mechanism;

[0050] The angle feedback mechanism collects the set angle signal input by the handwheel and sends the collected signal to the electrical control system. The electrical control system then controls the main execution unit to drive the propeller to perform rotation based on the received set angle signal. At the same time, the angle feedback mechanism collects the actual angle signal of the propeller and feeds it back to the electrical control system.

[0051] The actual rotation angle signal is compared with the set rotation angle signal. When the actual rotation angle signal is the same as the set rotation angle signal, a stop rotation command is output to stop the main execution unit from working; otherwise, the main execution unit is controlled to continue driving the propeller to perform rotation until the actual rotation angle signal is the same as the set rotation angle signal.

[0052] According to one embodiment of this application, such as Figure 10 As shown, the single-action control method includes:

[0053] Start the steering control system;

[0054] The set rotation angle signal is input via the handwheel of the rotation command input mechanism;

[0055] The electrical control system controls the backup execution unit to drive the thruster to perform rotation, while the angle feedback mechanism collects the actual angle signal of the thruster and displays the collected actual angle signal;

[0056] Observe the actual angle signal and compare it with the set angle signal; when the actual angle signal is the same as the set angle signal, stop the standby execution unit; otherwise, control the standby execution unit to continue driving the propeller to perform rotational action through the handwheel until the actual angle signal is the same as the set angle signal.

[0057] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A propeller steering control system, characterized in that, The system includes an electrical control system, an actuator electrically connected to the electrical control system, and a command input mechanism and a rotation feedback mechanism respectively connected to the signals of the electrical control system. The command input mechanism inputs control commands to the electrical control system. The actuator drives the propeller to perform rotational actions according to the commands output by the electrical control system. The actuator includes a main actuator unit and a backup actuator unit, which are respectively connected to the transmission components of the propeller to adjust its propulsion direction. The rotation feedback mechanism collects the set rotation angle signal input by the command input mechanism and the actual rotation angle signal of the propeller, and displays or transmits the collected rotation angle signal to the electrical control system. The electrical control system includes a main drive unit for driving the main actuator unit and a backup drive unit for driving the backup actuator unit. The electrical control system also includes a PLC controller connected to the power module, the command input mechanism, the rotation feedback mechanism, the main drive unit, and the backup drive unit. The main execution unit includes a main motor and a main gear mechanism connected to the output shaft of the main motor via a main clutch; the backup execution unit includes a backup motor and a backup gear mechanism connected to the output shaft of the backup motor via a backup clutch; the main gear and the backup gear are respectively connected to the transmission assembly of the thruster to adjust the thruster's propulsion direction. The main drive unit includes a frequency converter BPQ1 connected to the main motor. The power input terminal of the frequency converter BPQ1 is connected to the power module through an AC contactor K1 and a circuit breaker DL1 connected in sequence. The normally open main contacts of the AC contactor K1 are connected to the power input terminal of the frequency converter BPQ1. The coil of AC contactor K1, the auxiliary normally closed contact of AC contactor K2, and electromagnetic relay ZJ1 are connected in series and then connected to the input terminal of AC contactor K1. The backup drive unit includes a frequency converter BPQ2 connected to a backup motor. The power input terminal of the frequency converter BPQ2 is connected to the power module through an AC contactor K2 and a circuit breaker DL2 connected in sequence. The normally open main contacts of the AC contactor K2 are connected to the power input terminal of the frequency converter BPQ2. The coil of the AC contactor K2, the auxiliary normally closed contacts of the AC contactor K2, and the electromagnetic relay ZJ2 are connected in series and then connected to the input terminal of the AC contactor K1.

2. The propeller steering control system according to claim 1, characterized in that, The power module includes a battery system DY1, and a DC circuit breaker QS1, an inverter T1, a residual current circuit breaker QS2, and a fuse FU1 connected in sequence. The input terminal of the DC circuit breaker QS1 is connected to the output terminal of the battery system DY1, and the output terminal of the fuse FU1 is connected to the main drive unit and the backup drive unit respectively. The electrical control terminal of the clutch YC1 is connected to the output terminal of the DC circuit breaker QS1 through an electromagnetic relay ZJ1, and the electrical control terminal of the clutch YC2 is connected to the output terminal of the DC circuit breaker QS1 through an electromagnetic relay ZJ2.

3. The propeller steering control system according to claim 2, characterized in that, The power module includes a single-phase voltage relay KV1 connected between the residual current circuit breaker QS2 and the fuse FU1.

4. The propeller steering control system according to claim 3, characterized in that, Both the main motor and the backup motor are brake motors; the main drive unit also includes a main motor brake control circuit, which includes an electromagnetic relay ZJ11 connected in series with the main motor brake; the backup drive unit also includes a backup motor brake control circuit, which includes an electromagnetic relay ZJ12 connected in series with the backup motor brake; the main motor brake control circuit and the backup motor brake control circuit are connected in parallel and then connected in series with the circuit breaker DL1.

5. The propeller steering control system according to claim 4, characterized in that, The power module also includes a power control circuit connected to the output terminal of the DC circuit breaker QS1. The power control circuit includes a normally closed push-button switch SB1, a normally open push-button switch SB2, an electromagnetic relay ZJ13, and an indicator light HL1. The coils of the normally closed push-button switch SB1, the normally open push-button switch SB2, and the electromagnetic relay ZJ13 are connected in series. The normally open contact of the electromagnetic relay ZJ13 is connected in parallel with the normally closed push-button switch SB1. The indicator light HL1 is connected in parallel with the coil of the electromagnetic relay ZJ13.

6. A method for steering control of a propeller using the propeller steering control system according to any one of claims 1-5, characterized in that, The main execution unit is controlled by a follow-up control method, while the standby execution unit is controlled by a single-action control method.

7. The steering control method according to claim 6, characterized in that, The servo control method includes: Start the steering control system; The set rotation angle signal is input via the handwheel of the rotation command input mechanism; The set angle signal input by the handwheel is collected by the angle feedback mechanism and sent to the electrical control system. The electrical control system controls the main execution unit to drive the thruster to perform rotation based on the received set angle signal. At the same time, the angle feedback mechanism collects the actual angle signal of the thruster and feeds back the collected actual angle signal to the electrical control system. The actual rotation angle signal is compared with the set rotation angle signal. When the actual rotation angle signal is the same as the set rotation angle signal, a stop rotation command is output to stop the main execution unit from working; otherwise, the main execution unit is controlled to continue driving the propeller to perform rotation until the actual rotation angle signal is the same as the set rotation angle signal.

8. The steering control method according to claim 6, characterized in that, The single-action control method includes: Start the steering control system; The set rotation angle signal is input via the handwheel of the rotation command input mechanism; The electrical control system controls the backup execution unit to drive the thruster to perform rotation, while the angle feedback mechanism collects the actual angle signal of the thruster and displays the collected actual angle signal; Observe the actual angle signal and compare it with the set angle signal; when the actual angle signal is the same as the set angle signal, stop the standby execution unit; otherwise, control the standby execution unit to continue driving the propeller to perform rotational action through the handwheel until the actual angle signal is the same as the set angle signal.

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